Railway car body



. 9, 1941. A. c. LOHSE a-rAL RAILWAY CAR BODY Filed March 29, 1937 7 Sheets-Sheet 1 /NVEN i as Ml L Mc IA 2 THE/R ATTORNEYS 1941. AC. LOHSE ET 2,265,178

RAILWAY CAR BODY Filed March 29, 1937 '7 Sheets-Sheet 2 4 u r u v 1 y 1 I n n I F I l WILLIAM H. Musssv ALF-2E0 C. LOHSE THE/E ATTORNEYS //v l/EN TOES Dec. 9, 1941.

A. C. LOHSE EI'AL RAILWAY CAR BODY Filed March 29, 1937 7 SheetsSheet 5 /NVENTOE$ W/u/AM H. Muss/5v ALF/e50 C. LOHSE THE/RT ATTOENEY-5 Dec. 9, 1941. A. c. LOHSE ETAL 2,265,178

RAILWAY CAR BODY Filed March 29, 1931 'r Sheets-Sheet 4 112 172 F76. 6 -52 J39 I l-vs-roes M'LLIAMHMwsEY ALFRED C. LQHSE 7715/2 ATTORNEYS Dec. 9, 1941. I A. c. LOHQSE ETAL RAILWAY GAR BODY 7 Sheets-Sheet 5 Filed March 29, 1937 9 MG j mNN Wvm/To/Qs MLLMM HMwsEv ALFRED C Lcwss 5y 7 9, 1941- A. c. LOHSE arm. 2,265,178

RAILWAY CAR BODY Filed March 29, 1957 v Sheet-Sheet 7 MN NR N huw Y M m Q@ m M m 0 E m M WWW W H A \%N @h\ C im w x5 m w m i v J R hx kwb whw bmw M F v A mmw W W HQ Patented Dec. 1941 RAILWAY can BODY Alfred C. Lohsc, Michigan City, Ind., and Wile liam H. Mussey, Chicago, Ill., assignors to Pullman-Standard Car Manufacturing Company, Chicago, 111., a corporation of Delaware Application March 29, 1937, Serial No. 133,632

3 Claims.

This invention relates to railway cars.

One of the objects of the invention is the provision of a new and improved car construction having novel arrangements of parts whereby the car has a minimum weight and maximum capacity.

Another object of the invention is the provision of new and improved end and side posts for the car body.

A further object of the invention is the provision of a new and improved outside sheathing for the sides of the car, so constructed and arranged that the edges of certain of the plates are overlapped and interengaged and certain of the edges are pressed to form side posts.

Another object of the invention is the provision of a new and improved structure including car lines integral with certain of the roofing sheets.

Another object of the invention is the provision of a new and improved method of fabricating the parts of the car by extensive electric welding and assembling the fabricated parts.

A still further object is the provision of a new and improved car that is light in weight, rigid in construction, that may be fabricated in horizontal position in separate units by extensive welding, and the units assembled with a minimum of time and expense. 7

Other and further objects and advantages of the invention will appear from th following description taken in connection with the accompanying drawings in which Fig. '1 is a top plan view of a railway carembodying the invention, with parts broken away;

Fig. 2 is a side elevation, with parts broken away;

Fig. 3 is a perspective view of the subirame at one end of the car showing the sideend sills and reinforcing members in position but omitting the side and end walls for the sake of clearness;

Fig. 4 is a vertical transverse section of a portion of the bolster showing the closure plate in position;

Fig. 5 is a perspective view of one end of the vehicle showing the structure partially assembled, the side walls being in position on the subframe and the end walls being in position to be attached to the center sill, side sills and end wall;

Fig. 6 is an end elevation of the car, with onehalf in cross-section, and with parts broken away;

Fig. 7 is a section on the line 1-1 of Fig. 6;

I Fig. 7a is a section on the l ne Ia-la of Fig. 6;

Fig. 8 is a section on the line 8-8 of Fig. 6 on an enlarged scale, with parts broken away and parts omitted for the sake of clearness;

Fig. 9 is a horizontal section of one corner of the car' and a portion of the end thereof,-showlng a modified corner post construction, with parts broken away; 5 Fig. 10 is a vertical section of one side of the car through the door, with parts broken away;

Fig. 11 is a vertical section through an end-of the car, with parts broken away; I

Fig. 12 is a section on the line I2-l2 of Fig. 2, with parts broken away;

Fig. 13 is a side elevation thereof, with parts broken away;

Fig. 14 is a section on the line 14-44 of Fig. 2, v

with parts broken away;

Fig. 15 is a side elevation of the structure shown in Fig. 14, with parts broken away;

Fig. 16 is a horizontal section across one corner and a portion of the side, with parts broken away, but showing a modified form of corner post construction;

in Fig. 16, with parts broken away;

Fig. 1 8 is a horizontal section across one of the corners of the car showing a modified form of construction Fig. 19 is a similar view showing another modified form;

Fig. 20 is a view similar to Fig. 18 showing a still further modified form of construction;

Fig. 21 is a horizontal section of one of the end posts and a portion of the car structure showing a modified form of construction;

Figs. 22, 23, 24 and 25 are vertical'sections of a side plate and associated parts showing modified forms of the construction shown in Fig. 10;

Fig. 26 is a cross section of a portion of the eaves of the car roof showing the same in perspective, with parts broken away;

Fig. 27 is a vertical section adjacent one of the side posts showing a modified form of attaching the side posts to the side sill, with parts broken away;

Fig. 28 is a side elevation of the structure shown in Fig. 27-; I

Fig. 29 is a section similar to Fig. 27 but showing a. modified form of construction; and

Fig.-30 is a side elevation thereof.

In the construction of railway cars, it is desirable that the weight of the car beflgreatly reduced from that of the conventional car without altering its outsidedimensions or decreasing its capacity.

The present invention seeks to materially reduce the weight of car body underframe and Fig. 17 is a side elevation of the structure shown truck structure by the employment of sheet metal or sheet steel and the extensive use of welding. It has been found that with the use of sheet metal or sheet steel, the weight of the completed car may be reduced as much as 30% or even more and that the capacity may even be somewhat increased without sacriflcing any of the strength or sturdiness of the conventional car. This material reduction in the weight results from the use of sheet steel from .05 inch to inch in thickness, pressed to form and welded in position, thus eliminating, to a very great extent, the use of commercial rolled angle and channel irons or bars.

Referring now to the drawings, the reference character I designates generally a railway car having the underframing 2, Figs. 1 to '4, supported by the trucks 3. side walls 4, end walls 5, flooring and roof section I.

The underframing comprises the center sill 8; Figs. 2, 3 and 5, bolsters 9, cross bearers ll and floor supports The angle member l2 and subframe or subsill I! are considered as a part of the side wall of the car since they are rigidly connected to the side sills which in turn are rigidly connected to the side walls as will presently appear.

Referring now to Fig. 3, which shows only a portion of one end of a car with the side and end sheathing removed for the sake of clearness, the side and end sills are rigidly connected to the underframe as they will occur .when the car' is completed. the center sill I is composed of two Z-bars I4 and I, Fig. 3, each having its upper 5 tom flange is cut away to form a recess for receiving the lower flange 30 of the center sill as shown in Fig. 3. The bolster sections abut the center sill and are butt-welded thereto. In order to reinforce each of the bolster sections, each has .10 a reinforcing member such as a Z-bar secured to the inner side of each of its flanges. The upper reinforcing Z-bar 31 extends from the center sill to a point adjacent the end of the bolster section, Fig. 6, while the lower one is in two sections 38 and 39. The section 38 is secured at its inner end to the lower flange 30 of the center sill, Fig. 3. The outer end of the section 38 engages a side of the inverted U- shaped brace 4| that extends parallel with the :0 center sill for transversely bracing the bolster over the side bearing. The brace member 4| rests on the lower flange 29 of the bolster section and is welded thereto and is also welded at its. forward end to the web 21 of the bolster.

25 The rear end of the brace member 4| is welded to a small plate 42, see Figs. 3 and 4, which in turn is welded to the closure plate 43 as will presently appear.

The other section 39 of the bolster brace memher has its outer end extending outwardly to a flange turned inward and arc-welded together the brace member 4| in alinement with the secas at ll throughout the length of the sill. The upper flange of each Z-bar is wider than the lower as shown in Fig. 3. Each end of the center sill is provided with a built up striker plate I! tions 18 and 39 of the lower brace member and is secured to the lowerfiange 29 of the bolster and at its ends to the side walls of the brace member 4|.

comprising side plate members it and I9 welded 40 In the construction of the bolster section, the

' to the ends of the center sill. A channel member 2| having slots on its ends for receiving the inner edges of the plates I I and I! is welded in position to the plates and to the webs of the Z- sheet from which the U-shaped section is made is bent to form, after which the brace members 31, I8, I! and 4| are secured in position in the .bolstermember. The plate 42 is secured in posibars to form the coupler supporting portion of 45 tion across the end of the U-brace 4| and a the striker plate H. A wear plate 22 is-welded in position on the channel member 2| and to the plates I8 and I! and the webs' of the Z-bars, as shown at 2!. The upper portion of the striker built upside bearing 44 is secured to the underside of the flange 29 of the bolster directly beneath the brace member 4|.

After the longitudinal and transverse brace plate comprises a curved plate 24, the upper edge members are placed in position in the bolster secof which is welded to tbeupper portion of the center sill and also overlaps the plates l8 and II and is welded thereto as at 25, Fig. 3. This plate extends downward and then inward and diagonally upward and is welded as at 28 to the under side of the upper flanges of the Z-bars to form a reinforcement for the striker plate.

The bolsters l at each end of the car are alike so only one need be shown and described.

depositing welding metal 48 therein, Fig. 4.

As shown in Fig. 3, the bolster is a boxlike structure of pressed sheet-metal and is composed of two sections, one at each side of the center sill,

as shown in Fig. 5 which shows the end wall about ready to be slid in position on the'center tion, a closure plate 43 is welded to the rear edge 'of theflanges .28 and 29 to complete the box structure. This closure member 43 is arc-welded as at 46 and 41 to the rear edges of the flanges 55 28 and 29 as shown more clearly in Fig. 4 of the After the bolster sections have been fabricated, they are secured to the center sill by being arc-welded on the four sides thereof to the center 'sill as shown at 49. This weld extends sill. Each section is a channel comprising the around the bolster section. The lower inner porweb portion 21 on, which for convenience of description will be termed, its forward side, extending outwardly laterally from the center sill. The

upper and lower flanges 2| and 29 of this bolster The cross-bearers l0 may be of any suitable calflange arc-welded to the side an as at 3:.

construction. In the form of the construction shown, they are composed of split commercial eye beams, a section 5| at one side of the center sill and a similar section 52 at the other side.

These beams are split from their inner ends and the split ends are spread apart as shown in Fig: 3. Since these two sections are identical, only one will bedescribed.

The upper portion 59 of each section is flush with the upper surface 01' the center sill and is welded thereto and extends at right angle therefrom as shown at, Fig. 3. The lower. section 58 of the eye beam is cut to conform to the flange 38 and is welded thereto as indicated at 55. A suitable tension'member, such as the U-bar 58,

' has its' ends welded to the lower flange 51 of the lower section of .the cross-bearer and extends beneath the center sill and has its opposite end welded to the lower section of the cross-bearer member 5! at the other side of thecenter sill.

. In order to reinforcethe cross-bearer sections, a plate 58 is welded to each web section of the cross-bearer as shown in Fig. 3. Suitable braces or floor stringers 59 are attached to and extend between the bolster and cross-bearer sections at each side of the center sill as shown more clearly in Fig. 3. These floor stringers may be of any suitable form or shape but in the form shown, they are Z-bars and are supported flush with the upper surfaces of the bolster and cross-bearers by suitable hanger clips or Z-shaped plates 8| which are welded to the floor stringers 59 at the lower ends and to the bolster and cross beams at their upper ends.

A plurality of floor stringers 62 and 88 are attached to and extend rearwardly from each of the cross bearer sections as shown in Fig. 3.

Suitable braces or tension members 94 are provided for reinforcing the connection between the bolster sections and the center sills. Each of these members is angular in cross section and triangular in form'and is cut to seat in the angle formed by the bolster and center sill and is welded to these members in such a position that the upper flange is flush with the upper surface of the bolster and center sill. It will be noted that on buff from the end shown in Fig. 3 these members will be placed under tension instead oi! compression, hence they may be of sheet metal which is a material saving in the weight of these members.

. 3 as shownin Fig. 3, and tothe center sill as at 18.

The vertical flange extends downward and is welded at its inner end to the center sill. Suitable triangular reintorcing plates are welded to the horizontal flanges oi the end sill and auxiliary sill member and to the vertical flangeof the auxiliary sill member 12, Fig. 3. A suitable sheet metal tension member 18, which may be angular in cross-section and triangular in form,

is welded in position in the corner formed by the center and auxiliary end sills as shown in Fig. 3.

Each of the end sections comprises an end sill A 88 having the auxiliary or sill extension 12, Fig.

Suitable fillets 65 are provided between the angle formed by the bolster and the center sill at each side of the latter on the forward side of the bolster as shownin Fig. 3.

In the construction oi. the car, the end' and side walls, together with the corresponding sills, are fabricated separately on horizontal jigs, 'after which these walls are assembled on the underframe. I

The end sills are built rigid with the end wall and afterward placed in position and arc-welded to the center; and side sills. The end sills will now be described as they appear on the completed car and since they are substantially alike, only one is shown and described. Each end sill 56, may, if desired, be pressed to' form or it may be of commercial angle iron and comprises two similar sections 81 which are adaptedto be weld-,

lar in cross-section and has its 'horizontalflange l8 welded to the horizontal flange of the end sill upwardly alongside the end plate 83, Fig. 11, and

11. The end sill 66 is pressed to form and is angular in cross-section having the upwardly extending flange I1 and an inwardly horizontally extending flange 68 in alinement with the hori zontal flange 18 of the sill extension I2 as described above. Attached to' and extending upwardly from the end sill 66 are a plurality of end posts comprising the outer posts 81 and intermediate posts 8| and corner posts 88, Figs. 6, 7, 9 and 11. Each end post is channel shaped in cross-section and has its side edges turned out; wardly to form feet 89, Figs.- 8 and 9. These feet are adapted to be attached to the end sheathing as by being welded thereto as indicated by the arrows in Fig. 9. The lower ends of the feet 89 are secured to the vertical flanges or the end sill 68 as by b ing welded thereto, Fig.

11. Gussets 82, Fig. 11, may be provided across the flanges of the end sill for strengthening the same. The lower ends of the end posts are offi set inwardly as shown at 9|, Fig. 11, to accommodate the flange 11. The upper ends of the end posts each has its web'portion 93 extending is rigidly secured thereto as by welding. The flange portions of the intermediate end posts are .bent laterally outwardly as shown at 94, Figs. 6

and 11, beneath the horizontal portion 95-of the end plate 83 and are welded thereto.

The outer and intermediate end posts are preferably provided with reinforcing members 98 and 91, respectively. The intermediate portions of these reinforcing members are in the form of an angular U in cross-section as shown more clearly in Fig. 8, each having the outer edges of its flanges parallel with and welded to the side. flanges of the end posts as shown at 98, Fig. 9.

' Each has a pair of flat portions 99 extending across the comers of the corresponding U-shaped end post for reinforcing the same, and a flat web portion I'M which engages and is welded to the corresponding web portion of the U-shaped end post. These reinforcing members may be considered as being channel members with angular flanges. The angular form of the reinforcing member 96 extends, as" shown in Fig.6,

from the dotted line I02 to the dotted line,lll3 on the end post 81, Fig. 7. Above this point, the reinforcing member gradually takes the form of the post 81 and. below the dotted line I08, the flanges of the reinforcing member are tapered downwardly and the lower end of the reinforcing member is turned inwardly with its web portion extending beneath the floor and is welded to the end sill extension 12 as at I04, Fig. 11, the floor 0 being provided with a slot I for accommodating the lower end portion of this reinforcing member. i The reinforcing members in the intermediate end posts 0| are shaped similar' to that of the post 01 having the angular portion between the dotted lines I00 and I01, Fig. 6. each with its upper end extending above the post 81 and terminating at the dotted line I08. The lower end of the reinforcing member 01 of the post 8| is attached to the end sill extension 12 in the manner just described.

Suitable reinforcing means may be provided for the posts 8| and their reinforcement members 01. In the formshown, a plate I09 having its edges welded to the sides of the post 8| and to the edges of the reinforcing member 91, for each post, is provided. This plate extendsbetween the points I00 and I01, Fig. 6.

The top end plate 83 is angular in cross-section having the vertical portion I00, Fig. 11, the horizontal portion 00 and an outwardly offset vertical portion or flange II'I. Suitable gussets of any appropriate form are provided between the vertical portion I00 and horizontal portion 95 of the end plate. In the form of the construction shown, gussets II2 may be in the form of channels, Fig. 6, and are preferably located above the central end posts 0|. These gussets are triangular in shape, having a base substantially the same width as the horizontal portion 05 of the end plate to which they are rigidly connected as by being welded thereto. The flanges of these channel members are turned laterally outwardly to form feet 04 that are welded to the vertical portion I00 of the end plate 23. The upper edge or flange IIO of the end plate extends horizontally over the upper narrow end of the gusset plates and is welded thereto.

The comer posts 33, Figs. 6 and 9, each comprises a pressed angular member of sheet metal having a flange II3 extending parallel with the side wall of the car and a laterally extending flange III. The lower ends of these flanges are secured to the side and endsills in any suitable manner as by rivets or welding. They are preferably welded to the end sills. Each of the posts isprovided with a reinforcing member iii. of special form in cross-section. As shown more clearly in Fig. 9, this member extends substantially the entire length of the post and comprises what may be termed a straight web portion II extending across the angle formed 'by the flanges H3 and II! and having short flat portions H1 and Ill extending parallel with the side and end walls, respectively, and rigidly secured to those walls by welding or rivets. The free edges of the reinforcing member extend inwardly in planes at right angles to the side and end walls, respectively, as shown at Illand I2I and then outwardly at right angles to each other to form attaching feet I22 and I23 and form right angles with said inwardly extending portions within which are secured the wooden filler members or purlines I24 and I20.

The end sheathing comprises a plurality of vertically extending sheet metal plates. As shown, there are two outer sheets or plates I20, one attached to each corner post, an intermediate or central plate I2I and-two connector plates I20, Fig. 9, one at each side of the center plate. The central or intermediate sheet I21 is attached to the intermediate end posts 8| and overlaps the inner flanges of the outer end posts 01 and are welded thereto. The two outer sheets I20 are attached to the comer posts and to the outer flange of the outer end posts 01. The outer and intermediate plates or sheets are connected together by the connector plates or strips I28 which overlap the adjacent ends of the plates I26 and I21 as shown more clearly in Fig. 8 and are welded at the overlapping portions to the outer and intermediate plates. If desired, the strips or plates I28 may be thicker than the sheets I20 and I21 thereby adding rigidity to the end sheathing. The outer edges of the outer sheets I20 are each inserted between the flange III of the comer post and the straight portion or foot .IIS of the reinforcing member H5 and is rigidly secured thereto as by welding, Fig. 9. The flange portion III of the end plate overlaps the upper ends of the end sheathing plates, Fig. 11, and is welded thereto. The connector plates I28 are foreshortened and have their ends welded to the lower edge of this flange I N, Fig. 6.

In fabricating the end wall, the corner posts, end posts, end sill, end sill extension, end plate and outer end sheathing are first assembled in horizontal position on suitable jigs, as will presently appear.

Suitable inner sheathing HI and the wooden flller members or furrings I25 are preferably,

though not necessarily, attached to the end wall after the frame structure of the car has been erected on the underframe.

The side walls of the car; each comprises a side sill 00 and a side plate I32, Figs. 6 and 10.

The side sills are angular in cross-section having the horizontal flange I33 and the vertical flange I30 extending throughout the length of the car. The side plates I32 are channel form in crosssection attheir upper portion and have downwardly extending flanges I35. The channel faces outwardly and the upper flange I38 is of reduced width as shown more clearly in Fig. 10.

The side posts for the car are Z-shaped in cross-section and are formed from the edges of the sheathingplates reinforced by suitable means as will now be described. The outer side sheathing is composed of a plurality of vertically arranged intermediate and outer sheet metal plates I31 and I310, respectively. Each of the plates I31 has one edge offset inwardly slightly as at I33, Fig. 16, for forming a recess for receiving the adjacent straight edge I39 of an adjoining plate as shown in Figs. 1 and 16. The edge is then bent to angular shape to form the web I31a and an offset flange I31b which together with the offset portion I33 forms an angular post Ill, z-shaped in cross-section, having an inner flange I31b extending longitudinally of the vehicle and adapted to contact the inner sheathing of the car and be welded thereto. Suitable means are provided for reinforcing the side posts I. In the form of the device selected-to illustrate one embodiment of the invention, an angle bar I42, which is nested in the inner angle of the side post formed by the web I31a and flange I31b and welded thereto,

is employed for this purpose for each of the posts.

reverse order at'each side of the door as will be seen by an inspection of Figs. 12 and 14.-

A door opening I43, Fig. 1, is provided in each side wall. This opening has door posts I44 and I45 at each side thereof. These posts are channel shape in cross-section having their web portions turned toward each other and arranged transversely of the car and each has a wooden flller post I45. contained within the channel Figs. 12 and 14. Each of the posts I45 may, if desired, be provided with a rabbet adjacent the ends of the inner flange in which is secured a suitable finishing strip I41, see Figs. 12 and 14. The outer flange of the, door post I44 is return bentas at I48, Fig. 12, for providing a channel for receiving above the flllet I55 extending along the. angle formed by the vertical flange I34 and floor 5. Any other suitable type of bracket may be employed for this purpose.

In Figs. 27 and 28 a diiferent type of bracket for securing the side posts to the side sills is shown. In this form of the construction, a tri-v to form a keeper I49 for engaging the corresponding flange on the door frame as will be described later.

at the comers formed by the junction of the door posts with the side plates and side sills, respectively, Fig. 2. The lower gussets I 52 extend across the corner formed by the door posts and side sills and each comprises a triangular plate having-an inwardly extending flange I53, Fig. 13, along its hypotenuse and a similar flange I530 along] its base which rests on the vertical flange I34 of the side sill. The vertical edge of each of these plates is opposite the vertical edge of the panel or plate to which they are attached and the gusset is welded to the plate so that when in position, the vertical edge of the gusset extends along the outer surface of the door post between the outer sheathing and post as indicated in Fig. 12. The flanges I53 and I530 are foreshortened adjacent to the door postto permit the edge of the gusset to be inserted between the sheathing and door post, Fig. 13. The gussets I5l are secured across the corner formed by the door post and the 7 side plate and aresimilar to the gussets I52 and are attached in substantially the same manner but Suitable gusset plates I5I and I52,- Figs. 1 and I 12 to 15, are provided for each of the door posts angular bracket or plate I55 having a flange I51 This bracket extends downwardly below the side portion of the flange I51. This same 'construction is duplicated on the opposite sidev of' each side post as indicated in Fig. 28.

The roof construction comprises a plurality of carlines I52, Figs. 6 and 10, and a roof member I53. The roof member I53 comprises a plurality of sheet metal plates I54, Fig. 1, that extendtransversely of the car and are connected togetherin amanner similar to the plates forming the outer sheathing'at the sides 01' the car.

. Except at the ends of the car, each plate I54 ably are provided with similar gussets I54, Fig.

2. The vertical edges of the gussets I54 are positioned between the vertical flange of the corner 1 post and the reinforcing member and are welded form of the construction shown, in Figs. 6 and 7a,

suitable brackets I are-employed for this purpose. The web I31a and flange I31b of the side posts terminate at the upper edge of the flange I34 and the outer or offset portion I33, together on the outside of the side sill and is welded thereto. A bracket I20, Fig. 7a, U-shaped in crosssection, which has its web portion welded to the post I, extends downwardly beneath the same along the inner side or the flanges I34 of the side sill 50, Figs. 6 and 7a, its outer en-' larged flange welded thereto. The lower end of the bracket may be tapered downwardly at its lower 'end, that is, it is bevelled downwardly from with the adjacent sheathing extends downwardly has one of its edges bent to Z-form to form the carlines. Fig. 11, of each carline gradually decreases toward the ends in order to form the curve for the roof, consequently, at their ends the flange portion I55 of the carline will be considerably widened; Figs. 11 and 26. formed integral with the roof sheetsor plates and are preferably reinforced by angle bars I51 in a manner similar to that already described. The carlines are of such length that they are positioned between the vertical portions. I50 of theside plates I32 and the body of the sheets extends over the outer flange I35 of the side plates as shown more clearly in Figs. 10' and 26 ,ofthe drawings.

Thev carlines are secured to the vertical portion I50 of the side plate by angle bars I58 which extend beneath the carlines and are welded to the lower edges of the carlines and the side plates I32. The plane edges of the roof sheets or plates are positioned in the ofiset of the adjacent sheet and are welded thereto in the manner already described. The front and rear ends of the roof member I53 are extended forwardly and rearwardly over the upper flange of the end plates 83' as shown in Fig. 11.

-The roof sheets or sheet metal plates I 54 of v the roof member I53 are of the same width as the sheet metal plates I31 of the exterior side sheathing of the car and are so arranged that each carline I52, except those over the door openings, is in substantially the same vertical Plane as two opp'ositelyarranged side posts as shown inFigs z, 23. and 26 of the drawings, and are rigidly connected together. These members are I of like contour in cross-section and have their flanges extending in the same direction.

,and carlines thereby permitting the use of thinnersheet metal plates for the siding.

its inner side at its lower end and terminates 7 If desired, suitable ladders I59 and "I, which The width of the vertical portion I55,

The carlines are The sidepo sts may be attached to the side plate I32 in various ways and by divers means. In all of the figures, the side sheathing and side posts posts is notched or partially removed, Figs. 2

and 10, to. accommodate the floor plate or threshold plate Il3 which extends over the floor and between the door posts and has its outer edge 'bent downwardly as at I14 for providing a guide for the door I15. Suitable tracks are provided for supporting and guiding the door in its movement to open and closed position. The lower track comprises an angle member I16 which is adapted to be secured to the subframe or subsill I'I'I as by means of suitable gussets I18. The rollers for supporting the door are adapted to ride on this angular support and the roller mechanism has the usual guide for engaging the flange I16. Since this structure is old in the art, it is not shown. The upper end of the door is guided in its movement by a track I19 which is'welded to the vertical flange I35 of the side plate and has its lower end turned outwardly and upwardly for engaging in a corresponding channel I8I formed by the edge of the vertical flangeof the door frame I82. An angular member I82 extends outwardly and downwardly over the track I19 for protecting the same against the weather.

Numerous modifications may be made in the arrangement and the welding of the diflerent .parts. For instance, in Figs. 9, 18, 19 and 20 is shown a modified form of corner post construction. The form of the corner post shown in; Fig. 9, for instance, differs from that shown in Fig. 8 in that the extension or flange portion H90 of the reinforcing member IIBII does not extend. rearwardly beyond the front edge of the side sheathing to which it is welded.

In the form of construction shown in Fig. 18, the corner post 88 is'the same as that shown in Fig. 8 but the bracing or reinforcing member IIa is of a different form in that its edge I22a is flat and engages the outer end sheathing I26 extending along the inner side of said sheathing and is welded to the same at a plurality of points as shown by the arrows in Fig. 18. The inner edge of the flat section I22a extends partially behind the flllers or furrings I35.

In Fig. 19, the end sheet or plate In is extended outwardly beyond the furring or flller I25 and the edge I22b of the reinforcing member IISb is inserted between the lateral flange of the post 68a and the rearward extension of the sheet I21 and is welded thereto. The lateral edge III 0! the side flange of the corner post Ila is offset inwardly and engages the plate I21 to which it is welded as indicated by the arrows in I n Fig. 20, the corner post 88b is formed as a continuation of the side sheathing ill and the reinforcing member I lie is similar to that shown in Fig. 18 except that it is foreshortened so as not'to come in contact with the flller or furring extend upwardly on the inner side of the vertical flange I of the side plates I32 and are welded thereto, Figs. 22 to 25.

In the modified form of the construction shown in Fig. 22, the inner flange 2I2 of the post MI is extended alongside the vertical web portion I of the side plate and is bent to extend beneath the carline I62 to which it is rigidly secured as by being welded thereto.

In Fig. 23, the inner flange 2H3 of the angle member I42 is extended upwardly along the inner side of the vertical portion I60 of the side plates I32 and is bent beneath the carline I62 and rigidly secured to these parts as by welding.

In Fig. 24. a separate bracket 2 I 5 extends downwardly along the inner flange of the side posts I and is secured thereto. This bracket extends upwardly along the Inner side of the vertical portion I60 of the side plates I32 and is bent inwardly beneath the carline I62 to which parts it is rigidly secured as by welding.

In Fig. 25. the flange 2I0 of the side post MI extends upwardly along a portion only of the part I60 of the side plate I32 and a separate bracket 2I6 having one flange rigidly secured to the vertical portion I60 of the side plate and having its other flange extending beneath the carline I62 is welded thereto.

In Figs. 29 and 30 is shown a modifled form of side sill and floor support. In this form of the construction, a pair of angle members 2" and 2I8, turned back to back, and welded together, are employed at each side of the car. The bar 2I8 has its horizontal flange 2I9 extending the full length of the horizontal flange 22I of the bar 2H and extendsoutwardly beyond the same a, suflicient distance to receive the side posts I H. In this construction, the side posts I are secured to the angle 2I'i in such position that the outer. sheathing I31 extends downwardly alongside the vertical portion 222 of the angle-member 2I8 and is welded thereto. In this form 0! the construction, the flllet member I 56 is between the angle member 2 I I and the outer sheathing between the side posts and the side and corner posts, suitable recesses being provided for accommodating the flanges of the side posts. In this construction, the floor 6 is supported on the horizontal flange 22I of the angle 2".

- section comprises a plurality of separate sheets or I35 and is welded to the sheet 2I2 as shown by the arrows.

In Fig. 21 is shown a modifled form of one of plates. form the integral side post and then the plates are welded together as previously described. The door posts are placed in position between the side plates and sidesills and welded together. The sheathing is then secured to the various framing members, including the door posts, top plate, and side sill, and is removably. attached to temporary corner posts, and the integral side posts are fastened at top and bottom to the side plate and the side sill.

The roof and end sections are constructed in a similar manner. The corner posts are welded to Each plate flrst has its edge pressed to members and the bottom cating the end wall.

After the side walls, end walls, roof and doors have been fabricated on the jigs and the angle members and subsills or subframe members have been attached, the parts are assembled on the underframe. In assembling the car body, the side walls are'placed in position on the subframe with the bolster ends in the space formed by the angle I flanges of the side sills and outer ends ofv the cross bearers and floor supports in the space formed by the flanges of the side sills and subsills. These bolster, cross bearers and floor support ends are welded in position as indicated in Figs. 2 and 3. The temporary corner posts are removed from the side sheathing. The "end walls are then placed or slid in position with the ends of the side sheathing extending between the flange N3 of the corner post 88 and the flange ill of the reinforcing member H5, Fig. 9, and the parts rigidly connected together by rivets II! as shown, or by welding. In sliding the end walls in position to cause the side sheathing to slip in between the end post and the end post support, the auxiliary end sills I2 and brace members 16 of the end sill sections slide along on each side of the center sill. When in position, the end sills, auxiliary end sills and brace members are connected to the center sill by arc-welding as shown in Fig. 3. The top section is then placed in position and the arts rigidly secured together as by welding or rivets as previously described. The floor and inner sheathing and the like are then applied- It will thus be seen that by the use of sheet metal and the extensive welding of the parts, the elements of the construction that are subjected to minimum stresses are not burdened with excess metal and those 'parts that are subjected to the greatest stresses may be built up to the desired or adequate strength, whereby a car of minimum weight and maximum strength is provided. The fabrication of the sides and ends, being done on horizontal jigs, the walls may be constructed and the car assembled at a minimum of time and expense.

It will thus be seen that when the parts are all assembled, a car is provided in which the the construction and operationof our device will be apparent to those skilled in the' art, nd that changes in size, shape, proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

We claim as our invention: 1. A side wall for a car body. comprising a side plate, a side sill, and an outer sheathing having a door opening therein, door posts at each side of to form recesses and bent to form integral side posts, angle irons nested with said posts and welded thereto to form reinforced'side posts, the edges of adjacent vertically extending plates welded in said recesses to form a continuous outer sheathing with integral reinforced side posts, said vertically extending plates when assembled forming a vwall having a smooth-outer surface and supported between its ends solely by said side plate, side sill, door posts and reinforced side posts.

2. In a railway car, side and end walls of sheet metal, sheet metal side and end plates, sheet metal side and end sills, sheet metal corner posts each comprising a flanged outer member having one flange extending longitudinally of the car and one extending transversely thereof, said flanges being secured to said plates and sills, a reinforcing member extending diagonally across from one of said flanges to the other and having flanges parallel with the flanges of said outer member, said side' and end walls being rigidly secured to said plates and sills and having their vertical edges adjacent to said posts extending between the adjacent flanges of said corner posts and rigidly secured thereto.

3. In a railway car, side and end walls of sheet metal, sheet metal side and end plates, sheet metal side and end sills, sheet metal corner posts each comprising a flanged outer member having one flange extending longitudinally of the car and one extending transversely thereof, said flanges being secured to said plates and sills, a reinforcing member extending diagonally across from one 7 filler members, respectively.

CERTIFICATE OF coREEcTIoN.

' December 9, 9 4

PatentNo. 2,265,178.

- ALFRED C. LOHSE ET AL.

it is hereby certified that error appears in the printed specification of the above numbered patent'requiring correction as follows: Page '1, sec- 0nd column, line 1?, after "flange" insert -removed-, page 6, second column, line Y, for "ocnstructi'on" read --cons truction-; and thatv the said Letters Patent should be read with this correction therein that the seine may conform to the record of the case inthe Patent Office.

Signed and sealed this 27th day of January, A. D. 191 2.

- Henry Van Arsdale,

(Seal) Acting Commissioner of Patents. 

